A full day of racing for the Can-Am KOH UTV series saw not only a first time winner, but a father and son going one and two on the day. Shannon Campbell won in his first ever UTV start followed closely by son, Wayland Campbell. Coming home in third was Jon Crowley, with Erik Miller just missing the podium in forth. Bailey Campbell had been running in the top 3 all day, until a late race part failure set her back to a, still impressive, 10th position.

(Photos: Doug Dienelt and Kyle Wells)

Check out the gallery above to get a taste of the action and follow our coverage of King of The Hammers at DRIVINGLINE.com/KOH-2017.

If you've watched many videos of King of the Hammers, you've likely seen footage of competitors flipping, rolling, or driving over each others vehicles in a Mad Max-style dash for the finish. You might have even daydreamed about doing something similar in your commuter when stuck in traffic (we don't recommend it though!)

While KOH buggies don’t benefit from multiple air bags, backup cameras and stability control, they are still packed with safety features to protect the occupants in case of a high-speed rollover. These are the critical components that allow Ultra4 racers to walk away from those gnarly crashes unscathed - while some of these are specific to Ultra4, many hold true for other racing bodies as well.

1. Tube Chassis

Ultra4 cars are unibody, just like a Jeep Cherokee. Well… kind of. Instead of a sheetmetal frame structure though they use tubing to make a safe, rigid structure around the occupants. Think of it like a roll cage on steroids. KOH rules mandate a minimum 1.75-inch 0.120-wall tubing for vehicles between 3,200 and 4,400 pounds and 2-inch 0.120-wall tubing for vehicles over 4,400 pounds.

2. Window Nets

When a vehicle is tossed through the air, the momentum can cause hands and arms to fling out of the window. In order to prevent this from happening, window nets made of mesh or fabric are used. The nets use a seatbelt-style buckle or a latch that is located inside of the vehicle so it will not become damaged during a rollover. Small openings behind the A-pillar must be covered as well, if there is the possibility that the driver or co-driver’s hand could come through.

3. Seats

The seats in race cars are tied into the cage and fixed in place. Suspension seats are popular for their ability to absorb some of the energy from blasting through the desert and over rocks, but some drivers prefer hard-shell seats. All of these seats have more side bolster than you would find in a typical car, and are tall enough to protect the head as well. The added bolsters make getting in and out of the vehicle less convenient, but the trade-off is increased support at speed.

4. Harnesses

SFI-approved 16.1 five-point harnesses are required in Ultra4 racing. They utilize a 2-inch or 3-inch strap over each shoulder, one on each side of the hips, and one (or two) straps between the legs to keep the occupant from sliding down under the belts. Typically, these are all tied together with a latch on one of the lap belts. They should be snug enough to hold the occupants in place in the event of a rollover. Not ideal in a daily driver, as they don't allow for any upper body movement, making it impossible to look over your shoulder.

5. Helmet

When you are surrounded by steel tubing instead of air bags it is a good idea to have a helmet on. SNELL SA2015 helmets are now on the market and SA2005 helmets are being phased out. The helmet should have at least three-inches of clearance between it and the roll cage to ensure they do not contact each other in the event of a rollover. Features to look for in a helmet include a wide eye port for good visibility and low weight to reduce fatigue.

6. Pumper and Intercom

Each helmet has provisions for fresh air to be pumped in to help keep the driver cool and the shield from getting fogged up. There is also a jack for an intercom that allows the driver and co-driver to communicate without resorting to yelling (although this still happens on occasion…). Currently when the navigator gets out of the vehicle to spot or winch they have to unplug and the communication is lost, but companies including Rugged Radios are already working on a solution to this issue.

7. Head Restraints

For 2017, Ultra4 has mandated the use of Head and Neck Restraints. These devices connect to the helmet and restrict movement minimizing the chance that occupants break their necks or suffer from whiplash -the drawback to this is it also decreases visibility on the trail.

8. Race Suits

One-piece fire suits are required at King of the Hammers. They must be a minimum of two layers, which creates an air gap that insulates the occupant from a fire. These suits are not intended to allow you to run into a burning building, they simply buy the wearer time to escape from a fire should one ignite. They should be snug, but also comfortable, for the wearer - since even the fastest racers take over eight hours to finish King of the Hammers.

9. Gloves

Good driving gloves not only protect your hands in the event of a fire, they also provide a good grip on the wheel and tactile feel. Often made of suede or leather, these gloves are not inexpensive, so many teams also carry a work glove with them in case they have to wrench on the car (since King of the Hammers is a no-chase race).

10. Underwear

All a fire suit does is buy you a little time - and fire-resistant underwear made of Nomex, or similar material, can help increase that time. Never wear the synthetic materials typically found in long underwear with your race suit, as these materials can melt in a fire and fuse to your skin. You are better off with cotton, wool, or even going bare under your race suit rather than wearing synthetic materials.

And all this before common sense and driving skill enter the picture. Stay safe out there and never lift! Want more KOH? We've got ya' covered here.

We've covered our fair share of Hammers trails here at Johnson Valley, where Ultra4's King of The Hammers race takes place, but what we want to know is do you like to take them soft and smooth or hard and rough?

Visit Driving Line's Johnson Valley trail reviews here.

Winning the Ultra4 King of The Hammers is not easy; merely finishing the race is a feat all on its own. Even so, there are four drivers heading into the Main Race with two KOH titles already under their belts — three of them are part of Team Nitto. Considering the fact that KOH is the toughest one-day off-road race in the world, one has to wonder what goes on in the minds of drivers in the few days leading up to the Main Race... so we asked seven of them.

Eye on the prize. It's almost Friday.

Watch the video above to hear drivers talk mindset and strategy for taking on King of The Hammers 2017.

The Nitto Tire King of the Hammers Powered by Optima draws fans from all over the world. Different experiences, different accents, and different walks of life make the Lakebed an eclectic mix of awesome. “Run what you brung” is the rule – as brand new JK’s speed across the desert beside custom off-road rat rods and old school Suburbans. The King of the Hammers is an all-inclusive mix of people and rides brought together by their love of speed and a desire to unplug from the real world for a week. Weather it’s heading back to the campfire or charging from Backdoor to Hammertown to see the winner cross the line, there are no rules when it comes to what you drive.

Browse through the gallery above and check out Driving Line's full KOH 2017 coverage.

The stage is set for 2017 Nitto King of The Hammers powered by Optima Batteries. 4400 unlimited cars qualified in a new area this year - with a blazing fast course starting and ending near the race-day finish line, giving fans a great show. Jason Scherer will roll off first tomorrow, laying down a quick time of 1:39.0 during Thursday's Power Hour. Nitto teammate Erik Miller will join him on the front row with racers taking the green flag in pairs, 30-seconds apart. Tom Wayes and Paul Horschel will follow behind second, with Loren Healy and Wayland Campbell next. See full 4400 starting order list below (official as of Thursday at 10pm). Two-by-two they'll embark on the toughest one-day race on earth, with 181 miles of desert and Johnson Valley rocks trails between them and a checkered flag.

This year's course will be composed similarly to years past of a first lap through the desert followed by two laps of technical rocks trails. Changes of direction on rocks section include going down Back Door, up Spooners, down Outer Limits, Up Jackhammer and Down Jack North.

There's no doubt this is going to be one action-packed race! Livestream coverage is better than ever and is streaming the action across the globe, watch it here.

(Photos: Doug Dienelt and Kyle Wells)

Check out the gallery above to get a taste of the action and follow our coverage of King of The Hammers at DRIVINGLINE.com/KOH-2017.

133 racers qualified for the 2017 Smittybilt Every Man Challenge at King of the Hammers, yet just 31 (or 23%) officially finished the race. The days racers consisted of three classes, G2 4800 Legends class, Rubicon Express 4500 Modified class and Pro Comp 4600 Stock class. Taking home both a class and overall win was Brad Lovell, sweeping up a consecutive win from last year's EMC and a third overall first. This will push the Lovell brothers into the unlimited 4400 class for next year, just like we've seen the Curries do in the past. Following in second was Jason Fish, earning his first KOH podium - a good start after his 2016 East Coast Ultra4 national championship.

Photos by Kyle Wells and Doug Dienelt.

Browse the gallery above and check out lap times below for the finishing racers of 2017 Every Man Challenge.

Driving Line has all of the 2017 KOH coverage you need, check it all out here.

Already wishing you were back at Hammertown? So do we. The friends, the family, the racers, the campfires, the noise, the wheeling... how can you possibly sum it up?!

Watch above for 90 seconds that will take you back then catch all of our 2017 King of The Hammers coverage, here.

Spoiler alert: Shannon Campbell won 2017 King of The Hammers, becoming the first-ever three-time King. Watch the video above to hear the crazy story of Shannon going head-to-head with his son Wayland on the final leg of the race. In the end, Wayland did come through the finish line first but Shannon still managed to nab the win, by a mere 28-seconds, based on elapsed time with Shannon leaving the start line one minute later than Wayland.

Catch all of Driving Line's 2017 King of The Hammers coverage, here.

Rally is so much more than just a race. It’s about dedication, hard work and camaraderie among friends and competitors. It’s a sport that brings a unique niche community together from all parts of the world, and the challenge and diversity pushes the teams and their cars to the edge of control.

The most challenging aspect of stage rally racing is the varying course conditions, especially during Sno*Drift, Rally America’s 2017 season opening event. Upper Michigan’s winter weather guarantees fluctuating cold temperatures, and a day splattered with rain, snow and sleet isn’t uncommon.

Conditions ranging from slush to ice, combined with exhausted rut-filled gravel roads, make proper tire compounds and tread pattern top priority. Competitors commonly use high-performance snow tires such as NT90Ws, Nitto’s studless winter tires. For icy conditions, some teams will further customize their tires by using a tractionizer (rollers with rows of spikes) to chew up the rubber compounds on street tires for clingy, Velcro-like traction. Tire groovers, a tool that resembles the shape of barbershop clippers, are used to cut into the rubber, forming thick, blocky treads that trudge through snow and slush.

For the teams, the race is a test of the mind. The driver must trust the co-driver’s guidance through each obstacle, and the co-driver must trust the driver to carry through, otherwise the result could be dire. And don’t forget about the pit crews that bend over backwards to keep the cars in the competition. During winter rallies they are often found rolling around on the frozen ground chipping pounds of packed-in snow from the vehicles. Fortunately for everyone, there were no major mishaps during this event, aside from the typical mechanical failures and disfigured bumpers.

Stage rallies put the fan’s dedication to the test with the cold, wet conditions. There may be snot dripping down each spectator's face, but everyone is grinning from ear to ear, cheering and bringing on the cowbell and air horns. What’s even more amazing is how eager everyone is to swarm like bees on a honeycomb, despite their heavy layers of winter gear, to push stuck vehicles out of the ditch and back into the race.

In this instance, co-driver Derek VandenBroek was so in awe of the support that he gave each spectator a high-five while running back to the rally car.

Before each race day, fans and teams gather for the Parc Expose to chat about their cars, the upcoming race and to reminisce about prior competitions. This is also the best time to see the rally cars up close in all their glory. On day one, the cars are cleaned up and looking their freshest, and by day two, the carnage from the race the day before is evident.

While the teams battled it out through the washed out roads, miles of ice and boulders of snow, we focused on bringing you the most memorable imagery from Sno*Drift. As you browse through the gallery, imagine the smells of race gas wafting by, enhanced by the crisp, dry frigid air and the sounds of backfires echoing through the still woodland.

Read more about Rally America and the Championship results on the Rally America website.

For those who followed along with the Ultra4 Live stream of King of The Hammers, you got a taste of how tough, how close and how surprising the race was. For those of you who didn't, read on for a minute-by-minute race recap - it's the only way to begin to tell the story of 122 racers over 181 miles of the most challenging terrain on earth.

2017 KOH Race Recap

6:30 a.m.

A striking sunrise overlooks HammerTown as media and early onlookers arrive alongside racers beginning to stage.

KOH Lap 1 = 61 miles, mostly desert

8:00 a.m.

Erik Miller and Jason Scherer are first to leave the starting line.

8:21 a.m.

Loren Healy has taken a big lead. He is almost to Pit 1. Fact: This is the only race the “Red Dragon” has not won (his 2010 and 2014 KOH wins came before the purpose-built IFS car’s time).

Looks like he wants to break away from the dust. Reportedly the dust is already becoming an issue. It’s thick, heavy and almost impossible to see through. Hopefully the wind will pick up and blow the dust away.

8:29 a.m.

Healy is still in the lead.

8:30 a.m.

The last few drivers leave the line with Vaughn Gittin Jr. being the last man off. He wasn’t expected to race today after mechanical issues kept him from finishing Thursday's Every Man Challenge race.

There are 14 hours of racing left.

8:36 a.m.

Scherer is in second place.

8:39 a.m.

Wayland Campbell has taken the second position from Scherer, and Miller is in third. Healy is still maintaining his early lead, which the announcers say should be a concern to other drivers: “A comfortable Loren Healy is a dangerous Loren Healy.”

8:43 a.m.

It’s a very tough course this year. “If 20 people finish, I’ll be shocked,” HammerKing and KOH founder Dave Cole says. He predicts that the first racer will come around Backdoor around 9:00 a.m.

8:48 a.m.

Shannon is reportedly in fifth place, up from his ninth place starting position, with son Wayland maintaining his position at second.

8:53 a.m.

Announcers receive a report from Tom Wayes that Healy’s Red Dragon is on fire. He is out of the car and safe. Wayes takes the lead with Wayland following closely behind.

8:56 a.m.

It’s Scherer who soon takes the lead, followed by Wayes and Wayland, respectively.

9:00 a.m.

Healy's pit crew member Nick Nelson reports that his car caught on fire on race mile-38. They are waiting to hear more, while the KOH crew makes their way out there.

“If you want to find a way to make a car not finish, you just bring it out here,” Nelson says.

9:12 a.m.

“Dragons should breathe fire, not catch fire,” an announcer comments. It looks like Healy’s KOH run is over.

Scherer, Wayes and Wayland maintain their first, second and third positions, while Miller follows in fourth.

9:18 a.m.

There are reports that dust has become a serious issue. Wayland has fallen back to sixth place.

9:26 a.m.

Scherer is the first to come through Backdoor, a bit later than Cole had predicted. Wayes follows in second.

9:29 a.m.

Scherer arrives in HammerTown first, followed by Wayes. The first two drivers have finished Lap 1 in approximately 1.5 hours.

9:31 a.m.

Wayland arrives in HammerTown third while Scherer and Wayes finish pitting. Two-time KOH winner Randy Slawson comes through Backdoor.

KOH Lap 2 = 56 miles, mostly rock trails

9:32 a.m.

It’s also a quick pit stop for Wayland; he’s off on Lap 2, looking “calm, cool and collected.”

9:34 a.m.

Miller comes through HammerTown in fifth place, right after fourth-place Slawson.

9:36 a.m.

Shannon arrives in HammerTown. The tops cars are all between 5 to 10 minutes of each other. HammerTown now has a steady flow of cars arriving to pit; it looks like the win could go to anyone.

9:39 a.m.

Shannon tries to leave pit but is given the wrong helmet, so there’s a bit of a delay as the confusion is sorted out.

9:42 a.m.

JP Gomez takes on Backdoor with a flat tire, followed closely by Bailey Campbell. She looks like she's really gunning to get on that podium this year, besting her 5th place finish from 2016.

9:45 a.m.

JP and Bailey arrive in HammerTown pits. It had looked like Bailey’s car was fine, but apparently they had been driving conservatively after catching a rock. Her top left frontend ball joint is loose.

“Better to lose 20 minutes here than lose it out on the rocks,” an announcer says.

9:49 a.m.

1. Tom Wayes
2. Jason Scherer
3. Marcos Gomez
4. Randy Slawson
5. Wayland Campbell
6. Pete Antunac
7. Erik Miller
8. Derren Henke
9. Lucas Murphy
10. Levi Shirley

Only 7 minutes separate the top 10 cars.

9:53 a.m.

Bailey is out of her car, helping the pit crew. Over the past year she's transformed from "helping out" to "being in charge" of her own repairs, so there's no one better than her to lend a hand.

9:55 a.m.

Today's other female driver, Jessi Combs, is reportedly coming through Backdoor at a good pace. It’s her first time racing in the 4400 class. She is a three-time consecutive winner in the 4500 class. Gary Ferravanti Sr., winner of the 2016 Ultra4 National Championship race, follows.

9:56 a.m.

Now here’s something you don’t see every year: Raul Gomez makes a narrow pass in Backdoor, making a little bit of contact on the left of an unsuspecting driver. His aggressive driving is exciting to watch.

9:57 a.m.

The tables have turned, with Wayland now in first place and Scherer in third.

9:58 a.m.

After exiting Backdoor, Gittin Jr. tries to pass someone ascending the hill and flips over.

10:01 a.m.

Raul is interviewed at his pit stop; he reports that the dust is absolutely terrible.

“You can’t see anything,” he says; however, “The car feels amazing.” The Gomez cars are unique, with both IFS and IRS. Raul says he hopes the wind picks up.

10:02 a.m.

Huge clouds of dust can now be seen crowning the mountains. Raul wasn’t lying.

10:03 a.m.

Wayland, Scherer and Wayes, respectively, lead the pack by a substantial distance.

10:11 a.m.

Gary Ferravanti Jr. comes through Backdoor. Bailey is still in the pits, there's reportedly some scramble in finding the correct replacement part.

10:12 a.m.

Wayland is seen coming through Aftershock first; he looks good as he keeps his car flowing and moving forward. The race is about halfway done for him. Wayes is second through Aftershock, followed closely by Scherer. While Wayland and Wayes look smooth going over the rocks, Scherer appears to be having a bit of trouble; he loses about a minute to a minute-and-a-half in there.

10:15 a.m.

Bailey Cole, son of Dave Cole, stops and comes to Gittin Jr.’s rescue, helping him flip his car back over. Last year, when Gittin Jr. first arrived at KOH, Bailey, as well as Loren Healy and team, helped to show him the ropes. #SpiritofUltra4

10:18 a.m.

Miller comes through Aftershock, in fourth place.

10:20 a.m.

Slawson's wife Krista hops in the car at the pits for Lap 2 in their Legends car.

10:21 a.m.

Shannon is in the sixth position as he comes through Aftershock in the “Dragon Slayer.” Fact: He is the only driver to ever win KOH with an IFS car.

10:31 a.m.

Marcos Gomez is seen going through Aftershock very quickly in his IFS/IRS car, followed by JP. The announcers compliment the brothers’ aggressive driving styles; their cars are single-seat, so they have no co-drivers to support them.

10:35 a.m.

Wayland and Wayes have started to pull away from the rest of the pack as they go through a lot of rocks.

10:36 a.m.

Bailey Campbell update: They had to take parts off her recovery car. Her wheel is placed back on, and she goes on her way into Lap 2. She has gone from her initial top 10 position to the 60th position (approximate).

10:50 a.m.

Wayland has lost his first-place position, with Wayes taking the lead and Scherer in second as they approach Chocolate Thunder on Lap 2.

11:00 a.m.

Wayes has a solid 4-minute lead coming into Chocolate Thunder.

11:01 a.m.

Miller and Slawson are in fourth and fifth place respectively, with a substantial gap between them and the rest of the pack.

11:07 a.m.

Miller is reportedly about 5 minutes behind the top three racers, with Clay Gilstrap and Shannon following, passing Slawson.

11:12 a.m.

Derek West is in the pits.

11:16 a.m.

Levi Shirley comes through Chocolate Thunder.

11:19 a.m.

Wayes has a massive lead as Wayland passes Scherer through Wrecking Ball.

11:31 a.m.

Bailey makes passes coming through Aftershock, while Jason Blanton has to winch up.

11:34 a.m.

JP Gomez is reportedly in the top 10, while Gilstrap has passed Miller and is now sitting in fourth.

11:38 a.m.

Combs comes through Chocolate Thunder.

KOH Lap 3 = 64 miles, same as Lap 2 with a few additional rocks trails

11:40 a.m.

Wayes pits quickly and begins Lap 3, with no sign of the second- or third-place drivers.

11:46 a.m.

Scherer arrives in HammerTown, followed closely by Wayland; still, they’re a good 6 minutes behind Wayes lead.

11:47 a.m.

Wayland is already out on Lap 3. Scherer has been having brake issues, but takes off quickly to keep up with Wayland. They trail Wayes by 8 minutes.

11:49 a.m.

There’s no sign of Miller yet at Backdoor. Shannon has passed him, claiming fourth, and enters Backdoor.

11:51 a.m.

Gilstrap and Miller come through Backdoor.

11:53 a.m.

Shannon is already beginning Lap 3.

11:55 a.m.

Miller leaves the pits, leaving Gilstrap behind. It appears there’s a problem with Gilstrap’s rear wheel.

11:58 a.m.

Gilstrap leaves the pits; his car seems to be in good condition. Wayes, Scherer and Wayland lead the pack, respectively.

12:08 p.m.

1. Tom Wayes
2. Shannon Campbell
3. Wayland Campbell
4. Jason Scherer
5. Clay Gilstrap
6. Erik Miller
7. Lucas Murphy

Shannon has notably bumped up to second place, but he is a whole 9 minutes behind leader Wayes.

12:11 p.m.

Eight racers are now on Lap 3.

12:30 p.m.

Raul takes a long pit stop; his car is having transfer case issues.

12:58 p.m.

Wayes has reportedly broken down at Spooner's. Scherer exits Spooner's while Wayland and Shannon Campbell are arriving.

1:15 p.m.

Scherer has fallen behind Wayland and Shannon.

1:16 p.m.

The Gomez brothers are seen passing each other in Lap 2 and appear to be having a blast. Combs reportedly crashed in Backdoor, losing all her lights, but she’s recovered and is on Lap 3.

1:20 p.m.

Scherer reclaims his spot in second place, passing Wayland and Shannon going through Chocolate Thunder. In this section, the line changes constantly; it’s a different trail every pass.

1:32 p.m.

Miller comes through Aftershock looking really good; he is constantly moving forward, a demonstration of why he’s the current King of The Hammers. Lucas Murphy follows closely behind.

1:34 p.m.

1. Jason Scherer
2. Wayland Campbell
3. Shannon Campbell
4. Erik Miller
5. Lucas Murphy

1:45 p.m.

Wayes is back on the course and continues the race. Scherer is physically in the lead, but Shannon is technically in first place based on corrected time (he crossed the start line 2 minutes after Scherer on Pole).

1:54 p.m.

Wayland has now taken the lead at Jack North, followed by Scherer and Shannon. Miller, Murphy and Shirley are a good deal behind.

2:05 p.m.

While Wayland has the physical lead followed by Scherer, Shannon Campbell could be the leader time-wise. The three the toughest of the rock trails look deceivingly easy.

2:06 p.m.

The lead keeps swapping as the top three make their way through Chocolate Thunder. They are an estimated half hour away from the Finish Line. Bailey has finished Lap 2.

2:08 p.m.

Wayland laps someone in Chocolate Thunder, with Scherer following closely behind.

2:10 p.m.

The announcers say they have never seen a KOH lead that has been this close. Onlookers are questioning if they're pushing so hard their cars will make it to the end.

2:13 p.m.

Scherer has reportedly passed Wayland in first place.

2:21 p.m.

The leaders still have five more sections to conquer before the open desert, which is Scherer’s specialty; his car, "The Gavel," is known for going very quickly on this kind of terrain.

2:30 p.m.

Shannon has now taken the lead, followed by Scherer. Wayland appears to have been stopped for a minute or two. Miller is in the fourth position.

2:47 p.m.

Shannon's driving on a bare wheel, but he thinks he can hold off Wayland as they come through Backdoor. Wayland chooses to take the hard line rather than wait behind his dad and the two descend the waterfall together. Wayland takes the lead and is the first driver to cross the Finish Line.

2:48 p.m.

Shannon finishes in second place. His finish time trails his son’s by a minute; however, they await the adjusted time to see who really takes the win.

2:50 p.m.

Scherer finishes third. It is announced that Shannon has beaten Wayland by 28 seconds! He becomes the first three-time KOH champion in history!

2:56 p.m.

Shannon is interviewed on stage: Despite some early difficulties, the helmet mix-up and a broken wheel, he nevertheless came out on top, never having to use his winch once.

“It’s nice having the best winch in the industry and not having to use it,” an announcer comments.

2:58 p.m.

Shannon and Wayland celebrate with champagne on stage. "I haven't even thought about the three-time King thing," exclaims Shannon. "I was just more excited about Wayland and I getting to race to the end. It was the best race of my life."

King of The Hammers doesn't end here... 50 racers crossed the finish! Check back soon for the rest of the recap and catch Driving Line's full King of The Hammers coverage here.

In Japan, even amateur racing is serious business. If you're familiar with the Idlers Club, Japan's most famous racing club for grassroots racing, then you must have heard about The Check Shop and the stable of cars they bring. Best known for their track-prepped Porsches, it was a bit of a surprise coming across one of them equipped with a roof carrier at Tokyo Auto Salon 2017. This Porsche 977 GT3 definitely qualifies as an exotic with a nice rack, and after further inspection, we knew it had to have its own feature.

Check Out the Rack on That One

This bright yellow Porsche belongs to none other than Naohiko Otsuka, CEO of The Check Shop. This car not only servers as his personal car, but he also uses it as a platform for research and development. When we asked how he felt about his car having a roof carrier in the VDL Hapro booth, he gave us a little chuckle and told us he thought it was pretty interesting.

The car never goes skiing or camping; it only goes to the track. Coupled with its interior and wide racing wheels and tires, it was definitely a head scratcher. We understood what was trying to be conveyed; VDL Hapro has a storage solution for any car, even one as crazy as Mr. Otsuka's Porsche 977 GT3 RS.

Checking In at The Check Shop

Japan is known for its limited space, so you can understand our surprise as we arrived to find a rather expansive facility that includes both a service center and warehouse. The next surprise, or surprises, were found inside the service center. Expecting a majority of Porsches, we found ourselves a mix of supercars, including Lamborghinis and Ferraris.

Mr. Otsuka has been modifying cars professionally for about 20 years, and this has been at his current location for about seven. Around the same time that he opened his current shop, he started working on Porsches for customers, helping to fulfill his childhood dreams. Since he was a child, Mr. Otsuka has always been a fan of Porsches, specifically the 935 and 934, and the GTP models 956 and 962. As he told us, he just likes race cars; therefore, he likes Porsches.

Those childhood dreams were the driving force to get involved in Porsches, but it was another moment that really ignited his competitive racing side. As if it happened yesterday, Mr. Otsuka told us about the team that beat him in his 3.8-liter at Fuji Speedway — a GT300 driver in a GT3 RS 3.6-liter. And just like that, that loss is what sparked his need to become faster and not lose in that same situation again. As fate would have it, about five years ago, a friend of Mr. Otsuka was selling a 2007 997 GT3, and it was exactly what he was looking for to build a GT300 beater. Next step, draw up the plans.

Step-by-Step

Mr. Otsuka could have chosen to simply add all the go-fast parts at once and hit the track, but instead, he chose to modify step-by-step in order to learn how each modification affected the performance of the car. First, the suspension was upgraded by replacing the stock struts and springs for a set of JRZ 12 31 triple adjustable coilovers with external reservoir.

Additionally, the uprights, lower control arms and subframe were replaced with those from a 2010 997 cup car. The bushings and dogbones were replaced with RSS pieces while an adjustable Tarett Engineering bladed sway bar was installed. Not your average sway bar, the Tarett Engineering bar is adjustable from the interior of the car, allowing it to be fine tuned even while driving.

The corners are equipped with very wide Agio Competizione NMF wheels; the fronts are 18 by 9.5 inches, and the rear are 18 by 13 inches.

Power Ups

Although not the most powerful of the 997 engines available, the 3.6 liter definitely holds its own. With 409 horsepower and 295 ft-lb of torque at 4600 rpm straight from the factory, most would be content, but not Mr. Otsuka. Opting out of a simple engine swap, the 3.6 was sleeved to 4.0 liters and fitted with 977 3.8-liter pistons and RSR crankshafts.

To make sure everything stayed lubricated properly, an RSR oil pump was added. Of course, the ECU was upgraded along with 997 cup engine mounts. All the heat escapes through a pair of Volcano exhaust manifolds merging into a Volcano silencer. There is also a straight exhaust version which is used on the circuit only. We are sure Mr. Otsuka's neighbors are grateful for the consideration, because even with the silencer, we could hear the exhaust note echoing off the nearby buildings.

In Control

Power is sent to the ground from a stock transmission with stock first and second gears. Gears three through six have been upgraded to suit Mr. Otsuka's driving preferences at Fuji Speedway.

To get the torque to the transmission is an Ogura Racing Clutch that Mr. Otsuka describes as "light, but so good!" Rounding off the drivetrain components, the differential has been rebuilt with the same plates as those used by the 997 cup cars.

Of course if one wants to go faster, one also has to be able to stop. That lead to the addition of a StopTech Trophy brake kit along with StopTech SR34 brake pads. According to Mr. Otsuka, he can start braking at the 150-meter mark at the end of the main straight at Fuji Speedway.

Looks Fit To Kill

Although Mr. Otsuka is focused on reducing his lap times, he also wants his 997 to look the part. This being a U.S. model 997 GT3 meant that it was equipped with a factory sunroof that Mr. Otsuka wasn't too keen on. He could have opted for a carbon fiber roof, but instead chose to go with original steel due to rigidity concerns.

The first generation's bumpers were another aspect he wasn't a fan of and chose to swap both the front and rear from a second generation GT3. In addition, he swapped the fenders to go with a turbo wide body, including custom vented fiberglass fronts to provide additional downforce.

You can't mention downforce without talking about the GT spoiler on the rear. Featuring a Kohlenstoff cup-style wing with custom stands, it is perched on a Kohlenstoff custom hood.

To help keep the weight down, the interior was gutted and the doors replaced with fiberglass ones. Additionally, the door glass and rear side glass was replaced with polycarbonate to ensure maximum weight reduction.

Inside the Cockpit

With the interior gutted it was prepared for the circuit with the addition of safety equipment including an RSS roll cage, Cobra dry carbon seat, and Simpson racing harnesses. A Renown steering wheel and Numeric Racing shifter complete the interior list. If you were wondering what the levers by the shifter are, those are the adjusters for the sway bars.

Numbers Don't Lie

Although the latest setup has not been dyno tested, the on-track improvements are what matter to Mr. Otsuka. With a now estimated 443 horsepower, his lap times at Fuji have fallen from 1:51 to 1:49 with an improved top speed from 264 km/h to 270 km/h. That is equivalent to a 997 cup car.

Still looking to shave another 2 seconds off, he has thought about installing a sequential transmission, but is a bit hesitant. Believe it or not, the Porsche is still street legal; installing a sequential would make it a bit more difficult to drive on the local roads.

Holding the fastest times for an air- or liquid-cooled, naturally aspirated Porsche at Twin Ring Motegi and Tsukuba, his favorite circuit remains for him to conquer. We know it will be challenge to cut another 2 seconds off and become the fastest at Fuji Speedway, but we are confident he will be able to do both.

Stay up to date with Mr. Otsuka's progress on @checkshopinc, and get exclusive in-car footage from The Check Shop's YouTube channel.

View the gallery below to see more from The Check Shop and Mr. Otsuka's very bright and very fast 997.1 GT3.

Show up at the track in an SUV, you're going to stick out like a sore thumb. People might stare, scratch their heads, maybe even chuckle a bit. Don't you have to take the kids to soccer practice or something? Believe it or not, the Jeep Grand Cherokee SRT has as much of a right to the track as the next sports car — at least, that's what the "SRT" implies. But isn't that assuming too much? Show up at the track in a stock Jeep SRT with nothing but a big ego, it might get a little awkward.

Meet someone who gives the SUV a good name. Alden Beck has raced his modified 2015 Jeep SRT at a couple tracks in California: the Fontana Auto Club Speedway and the Big Willow at Willow Springs Raceway.

"I love it. It's unassuming, loud and very quick — just the way I like it," Alden says. "It turns heads, and people are like, 'What the heck is that doing here... that's awesome!'"

It is awesome. We recently spotted the Jeep SRT at Cars and Coffee Aliso Viejo and knew we wanted to know more. Here's this week's Take 5:

Alden Beck

2015 JEEP GRAND CHEROKEE SRT

1. Favorite car movie: 

"The Dukes of Hazzard" TV show

2. Favorite driving music:

BPM– SiriusXM Radio

3. Best mod to your vehicle:

I bought the car for the exhaust! I have exhaust cut outs from Meisterschaft, so when I go to the track, I open the valves and the exhaust goes up to ludicrous volume! My long tube exhaust headers are from American Racing.

I recently changed my rims to XO Luxury rims with Nitto NT555 G2s on all four corners, which look sick with my dropped suspension springs and links from BWoody. I chose Nitto Tire because they have a good reputation, and I wanted a good cross between a street tire and weekend track tire.

4. Favorite road to drive:

PCH – Big Sur

5. Next automotive adventure:

Improve my track time at Auto Club Speedway

The Jeep SRT isn't the only car in Alden's world! Follow him on Instagram @aldenbeck to see some other great surprises.

The 2017 Nitto King of The Hammers Powered by Optima saw speeds faster than ever, machines stronger than ever and drivers chasing for the finish in competition against teammates, brothers and family. While Tom Wayes, Jason Scherer, Wayland Campbell, Shannon Campbell and Erik Miller managed to wrangle the lead for most of the race - it was Shannon and Wayland that crossed the line first. But the race was far from over. Before the 14-hour cutoff time, Ultra4 would see it's first 50th finisher at a Hammers event.  You've already read Part 1 of the recap, here's how the rest unfolds...

3:04 p.m.

Jason Scherer is interviewed on stage: He says the race felt like it only lasted 2 hours.

“We just raced the whole time,” he says. “We had a lot of fun.” When he heard that Tom Wayes was 8 minutes ahead, Jason thought it was game over until he found Wayes broken down in Spooner's, blocking the line. He managed to make the tricky pass. Scherer completed Lap 3 with problematic brakes; and his feet kept hitting the ground.

“It was an 8-hour battle-to-battle, door-to-door, tire-to-tire,” an announcer says.

3:14 p.m.

Miller zips through the short course and finishes fourth. He had a few issues during the race, including manual steering and fuel pressure.

“This was the hardest KOH ever,” Erik says. “The holes were deeper than ever; there was a lot of desert,” living up to its reputation as “the toughest off-road race in the world.” His car took a beating, though interestingly, the announcers say that his car looks pristine coming across the finish line compared to what other cars usually look like.

3:23 p.m.

JP Gomez is speculated to be in fifth place as he comes through Backdoor, ahead of brothers Marcos, who had an early lead, and Raul, who came in third place last year.

“They’re always trading places, trading blows,” an announcer says.

3:26 p.m.

Raul comes through Chocolate Thunder, while JP crosses the finish line in fifth place.

3:31 p.m.

JP is interviewed on stage: He describes his experience in true Gomez spirited fashion.

“Full race speed… no f’s given… pure passion… no radio contact.”

3:34 p.m.

Blyler finishes sixth, with Shirley crossing the finish line just seconds behind.

3:40 p.m.

Blyler is interviewed on stage: This is the East Coaster’s first KOH ever.

“We came here a few years ago just to watch,” he says. Then he knew he had to compete himself. His goal was just to finish the race, but he has officially come in sixth place — a great accomplishment for anyone, KOH rookie or not. He says it was “pretty uneventful” and “a lot of fun,” as he describes his conservative driving style. For much of the race he was on his own, with no other racers in sight. Blyler drives Miller Motorsports first Pro Series chassis, a clone of Miller's own KOH-winning car.

“Once I saw Miller, Gilstrap and Wayes, we knew we were running with the big dogs.” The most eventful part of his run? A Gomez brother fell and ended up landing on the hood of Blyer’s car. Casual.

3:49 p.m.

“At this point, everyone is hitting the wall, just trying to finish,” an announcer says.

3:52 p.m.

Former leader Wayes is seen coming up over Backdoor.

3:56 p.m.

Gilstrap finishes in eighth place. The Gilstraps are interviewed on stage. “We didn’t break anything,” says wife and co-driver Lindsay, describing it as a “good, clean day.”

4:04 p.m.

It is announced that Gilstrap is unofficially the ninth-place finisher; Cody Waggoner unofficially finishes in eighth. Cody is a conservative racer and managed to make it through the day without any issues.

4:11 p.m.

Raul Gomez finishes in 10th place. On stage he recounts that he had issues with his transmission and did Spooner's in high gear; he didn't think he'd finish.

4:44 p.m.

Combs crosses the finish line with a loud screech. She is the first woman to finish this year, unofficially 12th place. Despite her roll on Backdoor, a quick recovery enabled her to keep on course.

6:15 p.m.

Wayes crosses the finish line in 22nd place.

6:45 p.m.

Bailey Campbell’s co-driver Terry Madden drives across the finish line in 26th place for car #35az. Not bad, considering all the time that was lost at their first pit stop. During Lap 2 the car rolled, jarring Bailey's neck. The injury left her in bad shape to continue to driving, so Terry took on Lap 3 alone. The finish will give Bailey valuable points as the Ultra4 season continues.

7:30 p.m.

Jason Blanton has finished 31st.

8:53 p.m.

Bailey Cole crosses the finish line in 45th place.

9:30 p.m.

Derek West finishes the race with a half hour to spare. He has had a rough day; his car broke, and he had to hike 8 miles to get to a remote pit and back to his car.

9:43 p.m.

Randy Slawson becomes the last to officially finish and the first 50th place finisher in the history of King of The Hammers.

The cars are getting stronger, the teams are getting more prepared or the drivers are getting better, because this year approximately 40% of starters finished, in contrast to last years 30% and the 13% we saw the year before. In official finishing order, here's who finished 2017 King of The Hammers 4400 Race:

1. Shannon Campbell
2. Wayland Campbell
3. Jason Scherer
4. Erik Miller
5. J.P. Gomez
6. Josh Blyler
7. Levi Shirley
8. Cody Waggoner
9. Clay Gilstrap
10. Raul Gomez
11. Tony Pellegrino
12. Jessi Combs
13. Pete Antunac
14. Jason Shipman
15. Dustin Isenhour
16. Corey Kuchta
17. Jeff Russell
18. Keenan Leatherwood
19. Matt Trebino
20. Jon Cagliero
21. Don Fisher
22. Tom Wayes
23. Ben Swain
24. Shad Kennedy
25. Jason Bond Waits
26. Bailey Campbell
27. Darrell Gray
28. Michael Heston
29. Bryan Maloney
30. Doug Jackson
31. Jason Blanton
32. Greg Adler
33. Chad Wheeler
34. Mark Danzo
35. George Pronesti
36. George Schooley
37. Rod Kaven
38. John Webb
39. Kenneth Goodall
40. Casey Currie
41. Fabio Manno
42. Widodo/Vorazza
43. Brian Wood
44. Jeff Brown
45. Bailey Cole
46. Kevin Yoder
47. Brian Tilton
48. Chris May
49. Derek West
50. Randy Slawson

Catch all of Driving Line's King of The Hammers coverage here and subscribe to our newsletter to get recaps on all Ultra4 National races straight to your inbox.

The LS series engine traces its lineage back to the “Turbo-Fire” Chevrolet small-block V8 engines first introduced in 1955. The development of the new engine began in 1952 when Chevrolet’s chief engineer, Ed Cole, was tasked to create a high output alternative for the aging “Stovebolt Six” family engines to invigorate the early Corvettes. The fruit of their labor was a 265-cubic-inch pushrod V8 that would spawn the entire family of Chevrolet small-block engines.

(Photo: Corvetted)

This family of engines became extremely popular for engine swaps due to its inherent characteristics. The 350-cubic-inch iteration of this engine was installed by GM in pretty much every car and truck of this era; used parts and whole engines were plentiful... and cheap. The SBC V8, with its pushrod valve train, has less moving parts compared to overhead cams V8, resulting in superb reliability and a compact form factor. Due to the inherent strength of the production short block, the SBC can also reliably support a substantial amount of power with a few bolt-on items.

(Photo: GM Authority)

The LS series engines are the third iteration of the GM small block engine. They inherited the favorable traits of the SBC in addition to many modern improvements. With the comprehensive adoption of the aluminum block for non-truck application, the LS engines are exceptionally light for their displacement; most people would be surprised by the fact that a 6.2L LS3 weighs in within 30 pounds of the 2.0L FA20 from the BRZ/GT86 or a flat-6 from an air-cooled 911. 

The move to a distributor-less ignition and an ECU-controlled fuel injection may seem like an added complexity, but the reality is that tuning carburetors and point ignitions are more witchcraft than science to most people. One can easily find an off the shelf ECU with drivability and mileage comparable to a properly tuned Carburetor. Properly tuned, an electronic fuel injection system can provide optimal power delivery in any driving condition.

Typing "LS swap" into Google reveals that, like an infectious disease, no car is safe from the LS swap, from classic Camaros to VW buses and modern Ferraris — if the car has an engine bay, someone, somewhere has dropped an LS engine into it.

But what about things other than cars? Continue reading to find what other deranged LS-powered contraption exists in the world.

1. Airplane

For the owners of smaller and older propeller planes, the cost of finding parts and maintaining an antiquated engine could be monumental. But fear not, the LS engine is always an alternative.

(Photos: Robinson V8)

2. Helicopter

Another airborne LS-powered creation, this time, in a helicopter.

(Photos: LSX Magazine)

3. Lawnmower

Tubed frame, push-rod suspension and peddle shifters... mowing your lawn at 134 mph.

(Photos: Super Chevy)

4. Boat

(Photos: LSX Magazine)

5. Blender

Jeremy Clarkson, head hooligan of the Top Gear trio, is well known for his affinity towards hammers, but when it comes to blending smoothies, there’s no replacement for displacement.

(Video: BBC America, Top Gear)

6. Rocking Chair

Another creation of the old Top Gear team — instead of meat and vegetables, this time they are blending limbs and organs.

(Video: BBC America, Top Gear)

Most are familiar with Tokyo Auto Salon, but few have heard of the next big show on the Japanese calendar: the Osaka Auto Messe.

East vs. West

Tokyo is on the east side in the Kanto region, while Osaka is located on the west side of Japan in the Kansai region. These two regions, similar to America, each have their own characteristics and think they are the best. Tokyo feels very polished and refined, while Osaka is more raw and direct. This difference is noticeable when comparing various characteristics of each city, including their car cultures. 

This year, Osaka was in a deep freeze, blanketed with snow when we arrived. It was Friday and as we made our way to the INTEX-Osaka conventioncenter to attend the 21st year of Osaka Auto Messe. The lack of cars and people was surprising, but we didn't mind, as we didn't have to fight the crowds to get a good look of what Kanto tuners had to offer. 

INTEX-Osaka is smaller than Makuhari-Messe and is spread out over six buildings. Attendance wise, Osaka Auto Messe receives about 220,000 visitors compared to Tokyo Auto Salon's 325,000 visitors. There are definitely more cars on display at Tokyo Auto Salon, but one should not discount the great cars on display during the Osaka Auto Messe. 

Osaka Goes Big

People living in Kansai are known for their dialect, humor and hard work. This is why it was no surprise when we saw all of the working class cars that had been customized, which included vans, kei trucks and even a deco-truck. 

Kei truck specialists included Sho Produce and Hello Special. Most of these kei trucks started out as work vehicles but now live the glamorous life. Some on display sported more a bosozoku style with small but wide wheels with stretched tires, crazy low, classic headlight and taillight swaps and of course, the trademark exhaust. 

Like a Boss 

The most noticeable style on hand was VIP. If you are a fan of VIP, this is the event to see. There were plenty of big dish wheels, air ride and custom stereos to keep any fan busy for the day. Shops like NBT Complete and Spark Fine had a fine display of old school Toyota Crowns and Centuries, but the Infiniti Q45 from BEECAS was the boss of all the bosses. 

The exterior was wild, featuring one off bumpers, side skirts and fenders. As wild as the exterior was, the interior was even more so. In the passenger seat was a mannequin with monitors and speakers also watching a large in-dash monitor. The rear and trunk looked like the stage at The Robot Restaurant, while the door handles... well, let's just leave the doors open or closed.

C-HRsTake Over 

This year's big news was the release of the Honda NSX, but it seemed that the new Toyota C-HR was this year's big noise maker. Released at the end of 2016, it didn't give tuners a lot of time to create parts in order to debut at Tokyo Auto Salon, but it did give enough time to debut at the Osaka Auto Messe. 

Modellista, 326 Power and Black Pearl all debuted their C-HRs at the event. With all of the lines and angles that the C-HR has naturally, it provided a lot of design opportunities for aftermarket aero designers. 

When Old is New 

The last you may have heard of Bomex is from the early days of the Fast and Furious. Everyone should be pleased to know they are doing fine and are focusing on racing, including Super GT and Time Attack. They brought their GT Concept V001 to Auto Messe. Does the V001 mean they are planning to have triple digit versions of this car, or did they think it just sounds cool? 

AP Garage also brought their new Porsche 996 turbo with the Old&New slant nose. In addition to the Porsche, in a completely different hall, was the AP Garage BMW E30. The standout feature had to be the quarter hood; whether we like it or not is still to be determined. 

Surprises

There were two surprises waiting for us as we walked the final hall. Off to the side was a bright Nissan 180SX by Neo-Pro promoting that it had a V8. Equipped with a 1UZ, nothing except the big sign in front would have let us know there was more to this car than the Rocket Bunny aero and the signature rear quarter window covers. 

There was a special collection of classic Japanese cars including a Skyline Kenmeri, Toyota 2000GT, Cosmo Sport and more. 

So, who does it better, Tokyo or Osaka?

View more from this year's Osaka Auto Messe in the gallery below and let us know which regions style you prefer. 

King of The Hammers is an experience like no other. Thousands of spectators flock to a dry lakebed in Southern California to watch some of the greatest off-road racers in the world compete on a wide range of terrain. From serious rock crawling to wide open desert racing, these teams battle against each other, themselves and the harshness of some of the world’s most difficult trails. This is all in effort to be named grab the coveted title of King of The Hammers.

Mel Wade, owner of Off Road Evolution and EVO Manufacturing, loves KOH, but he doesn’t go out to take first place. For him, the race is about the ultimate test of himself, his 2007 Jeep Wrangler Unlimited and the components his company manufactures. We followed along this year as he took the reins of his JK once again in the top-level 4400 class.

Racers have 14 hours to finish the race. Last year's KOH was a tough one by many accounts, and a few mechanical issues caused Wade to time out. So this year, he was looking for redemption. Wade’s goal for 2017 was simple: Run a clean race and finish. Unfortunately, only half of that came true.

Wade and his Discount Tire sponsored Jeep ran a clean first lap in just about two hours. Rolling in through main pit, they noticed the transmission pan was leaking. After about an hour in the pit, the pan was replaced and they were back on course. Lap 2 went well, save for a little damage to the rig. When the rig reached the next remote pit, they found there was still a transmission fluid leak. The pan was resealed, but it turned out that the pan wasn’t the source of the leak. The flange that holds the adapter plate to the transmission was leaking. After a quick tighten-up of the flange, they were back at it.

The balance of Lap 2 went smoothly. Wade stopped in main pit just long enough for a fuel top off and was soon back in the race. Lap 3 took him to Spooner Canyon, a technical trail rated a 5+ by the Victor Valley 4 Wheelers (the folks who maintain all the Johnson Valley trails known as The Hammers). Spooner Canyon was loaded up with a traffic jam, a regular occurrence on the big trails. Racers must move more slowly through there because of the intensity of the trail, and when someone breaks, things get seriously clogged up. Sometimes though, other racers can take alternative lines, which Wade felt comfortable doing.

The race Jeep’s rear sway bar had broken earlier in the race. When creeping along an alternative line to go around other race cars on Spooner Canyon, Wade flexed out the Jeep, which resulted in a chance encounter between a suspension link and the oil filter. The link cut the filter, and it began squirting oil.

KOH is what is known as a “no chase race” — meaning that pit crews cannot follow the race vehicle through the entire course. Racers have to make it to pit areas themselves, either by their race vehicle or by walking. Wade hiked 3 miles to get a new filter and oil, then hiked 3 miles back to his Jeep. The process took an extra three hours out of his allotted time. By the time he got back to the Jeep, it was approximately 9:00 p.m. — time ran out at 10:00 p.m. With the distance left to travel, Wade decided to conclude his race then.

Even after a disappointing end to his race, Wade isn’t deterred. He is happy with how his Jeep performed and grateful for his support crew and their diligence. The day after the race, Wade took his crew out to go have some fun in the desert to thank them for their hard work. The race Jeep was working well again — crawling, jumping and doing what Jeeps do, putting a grin on your face.

Check out more action in Wade’s race highlight video and the photo gallery below.

Wade took on another famous off-road race in EVO1... and totally dominated.

Starting sixth off the line, Wayland Campbell takes his first podium finish at 2017 King of The Hammers. A front-runner for much of the race, alongside Jason Scherer and Tom Wayes, Wayland has kicked his Ultra4 racing season into high gear!

Get Driving Line's full KOH Coverage, here.

When it comes to the Ford F-150 Raptor, there's no question that the Blue Oval team got a lot of things right. In fact, we'd be willing to argue that it's one of, if not the best, off-road oriented ½-ton trucks ever produced. With the 2017 Raptors now rolling onto dealer lots across America, we’re seeing a re-fire of the aftermarket support that still remains strong for the previous generation Raptors.

One of the companies at the forefront of the Raptor aftermarket is Addictive Desert Designs. Based out of Mesa, Arizona, ADD is well-known for its range of high-clearance bumpers and accessories for the Ford Raptor. ADD’s CEO Jared Hare took part in Ford Motor Company’s Raptor R Baja 1000 race team in 2008, giving him a unique history and understanding of the Raptor platform. Given we were looking to outfit our 2012 Raptor with a facelift of sorts, ADD made perfect sense for our pickup. 

While you can see in the video above just how easy of an install the company’s ADD Lite series front bumper was, we’re breaking down some of the details of the install below.

The Install

Out of the box, Addictive Desert Designs ships its ADD Lite series steel front bumper with a hammer black powdercoat finish and the removable skidplate already attached. ADD offers an impressive nine front bumpers for the 2010-2014 series Ford Raptor, many of which have additional customization options. We went with the Lite series for its high-clearance design and lightweight construction.

As is the case with most of ADD’s product line, the front bumper uses exiting holes in the F-150’s frame horns, making the install completely bolt on. Note: This bumper does accommodate the stock tow hooks. We pulled ours off as we are currently investing a sleeker tow point setup.

One of the unique aspects from an auxiliary lighting front is the amount of tabs on the top tube. There’s a total of 10 mounting slots to give you the option of running small cube, curved or straight light bars.

There’s not much desert pre-running for us to do here in Southeastern North Carolina, but there’s still plenty need for upgraded nighttime lighting. We opted for a 30-inch Chrome Series LED Light Bar from Rough Country. The single-row bar puts out an impressive 12,000 lumens and has an IP67 waterproof rating, so it can take the weather our truck sees on a daily basis.

Aside from being one of the better bang-for-your-buck light bars on the market, another reason we chose the Rough Country light bar was for its mounting flexibility. This particular aluminum housing is designed with mounting points on the side and bottom of the bar. The nice part about the lower mounts is that they are adjustable so we can easily fit them to the desired mounting holes.

While Rough Country sends a harness bundle to make wiring extremely easy, we used our Raptor’s stock switch panel to power the light bar.

The Final Product

This is the light blast coming from our modestly sized 30-inch Rough Country light bar. The 30, 5-watt LED lights put out an impressive 30-degree light spread, equating to more than enough front lighting for our late evening off-road adventures. 

The first-gen Raptor is one curvy machine. Thankfully, ADD did an excellent job of matching the lines and building an American-made bumper that fits snugly to the truck.

Beyond its killer aesthetic, the ADD Lite series front bumper opens up the path to the front tires tremendously. This added approach angle means our 315/70R17 Nitto Terra Grappler G2 tires will hit the terrain long before our bumper ever will.

Overall, we couldn’t be happier with the new look and function of the front bumper. The 0.120-wall tubular steel bar offers us the look and durability that we need, without the added bulk of an oversized front bumper. For those of you looking to add a winch to the front or even more lighting options, be sure to check out the rest of ADD’s front bumper line at addictivedesertdesigns.com

Check out more photos of the ADD Lite bumper in the gallery below!

Buying a used vehicle always has its pros and cons. For many, the allure of the perceived good deal is often too tempting to pass up. When it comes to the ’97-’06 Jeep Wrangler TJ, you can now pick them up for a fraction of what they were going for just a few years ago. This is partly due to JK prices finally starting to settle.

We picked up this ’97 Wrangler a few months back for a deal, with the understanding that it was in need of some TLC. One of the most obvious areas of age was the interior. Spending most of its life in Southern California, the Wrangler was a pretty exciting East Coast find considering the lack of rust that’s more common for Jeeps in North Carolina. While we were thrilled about a frame and body with a clean bill of health, the inside of the 20-year-old Wrangler was in rough shape. 

The interior issues were a mix of cosmetic and safety concerns. Thankfully, it’s a Jeep Wrangler TJ, and replacement parts are plentiful. Here, we’ll show you some of the more common wear points on the TJ and easy (and affordable) ways to fix them.

Seat Belts

Despite how often you use your seat belt, we’d venture to guess that it’s probably been a while since you’ve closely examined its condition. Since you can pull the doors and top off the Wrangler (something the previous owner clearly did with frequency), the seat belts can break down due to constant sun exposure. As you can see, our Wrangler’s belts were sun-faded, brittle and tattered.

When it comes to replacement Jeep parts, Omix-ADA is one of the biggest names in the business. Our replacement seat belt kits (SKU 13202.12 and 13202.13) are designed as side-specific replacement belts for the ’97-’02 Wrangler. This setup is a 3-point design, just as what came stock.

The latching portion of the belt is slightly different from stock, so you will need to replace the end at the seat. To do so, you simply unbolt the Torx bolt from the bottom of the seat and use the replacement latch and bracket from Omix.

The new belts attach using the stock hardware. One thing that’s important to note is that the driver-side replacement belt does not come with a hookup for the latch sensor. We modified the wiring so the Jeep thinks the seat belt is always plugged in.

Carpet

If you opened the door of a Toyota Corolla and found there wasn’t a shred of carpet, you’d likely be pretty shocked. On a Wrangler, it’s not uncommon for the carpet to be long gone. Again, this is another area the Omix-ADA has covered (literally). We picked up the company’s all-black Deluxe Carpet kit crafted specifically for the ’97-’06 TJ.

Omix understands that this carpet is likely going to get wet and dirty. That’s why the company uses a tufted polypropylene carpet, which is designed to be mildew and chemical solvent resistant. One of the things you’ll appreciate about the kit is how complete it is. In fact, it almost hides the fact that the tub’s original color was white. Apparently, someone wanted a yellow Jeep at some point, but didn’t want to pay to spray the inside as well. We call it the "Twinkie TJ."

A few notes on securing the carpet: While Omix provides a spray adhesive to help keep the carpet in place, we wanted to be able to easily remove it for cleaning. To do so, we picked up some 10-pound Velcro strips from our local hardware store. This keeps the carpet in place, while still allowing us to remove it if we need to.

Floor Liners

Our final interior addition was a set of Rugged Ridge floor liners. Given that we just put fresh carpet in, we wanted an easy way to keep the floors clean. We’ve had these liners in a few of our Jeeps in the past and always found them easy to clean and very durable.

Minor Investment, Major Upgrade

For the relatively small investment, we made a huge impact in terms of interior quality and safety. By far our most important upgrade is the seat belts, but the carpet and liners make a difference in the sound and heat radiating off of the floor. We got lucky that the Jeep already had some halfway decent seat covers installed; now we can finally turn our attention to some of the more performance-related modifications. Check back soon to see the Twinkie’s continued transformation.

Looking for a replacement top for your Wrangler? Check out this budget-friendly top solution.